EP2947532B1 - Mover system with a remote controller and a mover device for a trailer - Google Patents

Description

The invention relates to a maneuvering system with the features in the preamble of the main claim. The disclosure further relates to a remote control, an active control element and a maneuvering device.

Remote controls for maneuvering devices on vehicles, in particular on caravans and trailers, are known in practice. The maneuvering devices usually have two or four motor drives that can be pressed laterally onto the wheels of a vehicle using friction rollers. A driven rotation of the friction rollers triggers a rotation of the wheels of the vehicle, which leads to a corresponding movement of the vehicle. The control commands for the maneuvering device can be entered by an operator on a remote control. The remote controlled maneuvering of vehicles represents a complex intellectual effort for the operator.

EP1886905 A1 discloses a maneuvering device for trailers with an auxiliary drive and a remote control. The remote control supports manual control at the touch of a button and subsequent automatic control. The maneuvering device has a position detection device for detecting an actual relative position of the trailer and the remote control. A control device can be activated by an activation switching element. The activated control device controls the auxiliary travel drive in such a way that the trailer is moved such that a deviation between the detected actual relative position and the target relative position is reduced. When the remote control as a whole moves relative to the trailer, the trailer automatically follows the remote control as if a virtual line were stretched between the remote control and the trailer. Steering movements are transferred to the trailer by moving the remote control appropriately. If the activation switching element is not actuated, the operator can actuate further switching elements provided on the remote control in order to manually control the auxiliary travel drive and in this way move the trailer freely without the support of the control device. In this case, the movement of the trailer is not linked to the movement of the remote control.

Out US 2006/0206244 A1 a remote control system for ships with jet propulsion is known. The jet drives can be controlled in such a way that the ship - regardless of its current orientation - can be moved in any horizontal direction, that is, for example, to the side opposite the bow-stern direction. A joystick is located on a remote control. Tilting the joystick from the vertical direction to a certain horizontal direction specifies the desired movement of the ship.

DE 20 2009 005 524 U1 and EP 1 826 107 A2 disclose further maneuvering systems with remote controls on which a joystick is provided.

More remote controls are from the FR 2776551 A , of the DE 197 36 086 A1 and the US 4,763,100B forth.

So-called "pistol grip" remote controls are also known from the model construction area, which are preferred for remote-controlled toy cars to be used. Such toy cars are replicas of cars with two steerable front wheels and rigid rear wheels. The front wheels can be steered by a servomotor and are usually not driven. The rear wheels are rigid, i.e. cannot be steered, and are usually permanently connected to a traction motor in the form of an electric motor.

A handle in the form of a pistol grip is arranged on the remote control and is usually designed to hold the remote control comfortably in the left hand. Above the handle, a housing is provided in which there is a transmitter module and on which two controls are arranged to control the movements of the toy car, namely a rotary wheel (or steering wheel) and an input lever located next to it, which is also referred to as a throttle. The throttle trigger has the shape of a pistol trigger with one end Eyelet through which the index finger of the left hand can be inserted. It is swivel-mounted in the housing. The dial is operated with the right hand, while the throttle is operated independently with the left hand.

From a logic perspective, the control elements are intended to emulate the input options for the steering wheel and accelerator pedal of a car. I.e. By rotating the rotary wheel, a signal is specified which is directly converted into an actuation of the servomotor for the steering. By swiveling the input lever, a specification for the desired drive speed of the drive motor on the toy car is made that is independent of the steering. The desired two-dimensional movement of the toy car is generated on the remote control by two one-dimensional and separate control inputs for the steering motor and the drive motor.

From the US 2004/0032395 A1 an operating button for the control of menus of computer-based applications is known. The control knob can be turned to scroll, for example, in a list selection. It can also be tilted in up to eight directions to trigger a respective switch contact and pressed in in the direction of the axis of rotation. In these tilting directions and when pressed in, the control button acts like a pushbutton, so it has an ON and an OFF position with no intermediate positions in relation to each of these movement options. A corresponding control button is known, for example, in the center console of luxury cars as an input element of the user interfaces for the complex on-board computer functions. A control of vehicle movements is not provided with such an operating button, nor is it a remote control.

The EP 1679251 A2 teaches a trailer shunting device with two auxiliary drives and a remote control. Several buttons are provided on the remote control. A button is intended for forward travel and causes the auxiliary drives to rotate in the same direction at the same speed, which leads to the trailer traveling straight ahead. Another button is intended for a tight left turn, in which the right-hand drive in the forward direction at high speed and the left-hand drive in the forward direction is driven at a lower speed, the speed ratio being fixed and cannot be influenced by the operator. Another button can be provided for an extensive left turn, whereby a correspondingly different fixed ratio of the drive speeds for the auxiliary travel drives is generated. Corresponding further buttons can be provided for a backward drive, a tight right curve and a tight left curve. With this remote control, pushing a button towards the remote control, i.e. depending on the position in which the remote control is held, usually results in either a pure translation of the trailer in the plane forwards or backwards, or a level movement on one in the curvature fixed curve path. Other than the fixed speed ratios and the associated curve radii cannot be generated.

It is an object of the invention to improve the operating options for maneuvering vehicles.

The invention solves this problem with the features in the characterizing part of the independent claim.

The disclosed remote control has an input device with a handle part. The input device is designed in such a way that the degrees of freedom of the mobility of the vehicle to be controlled, in particular a trailer uncoupled, are mapped in the degrees of freedom of the mobility of the input device. This means that the input device can be moved at least two-dimensionally. It provides a rotation of a grip part about its vertical axis with respect to a basic position, against which it can be deflected. The input device can furthermore provide a translation or tilting of the handle part with respect to the basic position. The rotation of the handle part can be adjustable in terms of direction and amount, with the rotation of the handle part being able to influence a rotational component of the driving movement of the vehicle. Likewise, a translation or tilting of the handle part can be set according to the direction and amount, with the translation being able to set a translation component of the driving movement of the vehicle.

This advantageously ensures that an operator feels and intuitively understands which operating inputs on the remote control will lead to which movements on the vehicle. The remote control acts on the drive units of the maneuvering device and controls their energy supply or direction and speed. This maneuvers the vehicle forward and backward. Cornering and turning of the vehicle are caused by speed differences of the left and right drives or wheels. Unlike previous operations with buttons, joystick or the like, the claimed remote control with the rotation does not inform the operator about the actuation options of the drives, but about the resulting driving and steering function of the vehicle and internally converts the entered steering commands into a corresponding drive control. The rotation on the remote control suggests steering the vehicle, although its wheels are usually not steerable.

A remote control preferably has a data transmission device for controlling a plurality of auxiliary travel drives of the vehicle. Commands entered by an operator on the handle part can be transmitted to the vehicle and the auxiliary travel drives arranged there via the data transmission devices.

A vehicle can in particular be a single-axle or multi-axle, in particular two-axle trailer with rigid or swiveling drawbar, which has two relevant degrees of freedom of mobility, namely a translation on the longitudinal axis and a rotation about the vertical axis of the trailer. The degrees of freedom can be correspondingly different for other vehicles.

In the case of a remote control for a single-axle or multi-axle trailer, an input movement as displacement of the handle part on its longitudinal axis correspondingly leads to a driving movement of the vehicle on its longitudinal axis. A desired translation of the vehicle can therefore also be entered as a translation of the handle part on the remote control. A rotation of the handle part about its vertical axis accordingly leads to a rotation of the vehicle about its vertical axis. A desired rotation of the vehicle is therefore also entered via a rotation of the handle part on the remote control.

A curve-like movement of the handle part, which can essentially be composed of a superimposed displacement and a rotation of the handle part, leads to a corresponding curve movement of the vehicle. The essentially two-dimensional partial movements of a maneuvering process can be predetermined by corresponding two-dimensional control movements on the remote control. The remote controlled maneuvering of vehicles can hereby be considerably simplified for the operator. In particular, it is not necessary for the operator to control a curve movement by separately entering one-dimensional translation and one-dimensional rotation.

The outer shape of the handle part can e.g. be carried out in replica or symbolization of the vehicle to be controlled, as a steering wheel or the like. If a trailer or caravan is controlled with the remote control, the handle part can, for example, have the shape of a miniature model of a trailer with a drawbar and / or trailer coupling. In this way, the shape of the handle part represents the vehicle to be controlled, so that the operator can understand at first glance in what way and in what direction input commands for maneuvering on the vehicle will have an effect. Understanding the input logic can thus be simplified for the operator.

The remote control can have a positioning control for vehicle parts, in particular a coupling control. E.g. can the aforementioned handle part a special and e.g. have molded-on point of attack, which symbolically or in replica represents the tiller end of a vehicle. The point of attack can be used to control the vehicle when coupling or uncoupling.

When coupling a trailer to a trailer coupling of the towing vehicle, an operator must bring the trailer and in particular its drawbar into a position capable of coupling to the trailer coupling. It may be the case, for example, that a coupling socket at the end of a drawbar of the trailer must be attached directly to a ball head on the coupling device of a car in order to be able to be coupled. The travel movement of the trailer required for this is with previous remote controls with button or joystick control not feasible as these only allow inaccurate control.

When the trailer is steered into a coupling position, the focus of the operator is the movement of the coupling socket, while the overall movement of the trailer is of secondary importance. By means of the coupling control, a movement of the coupling socket can be predetermined as such by an operator. E.g. With the point of attack arranged on the remote control, the operator can directly specify control specifications for a desired movement of the coupling socket, which are converted internally into a suitable movement of the drives and thus the wheels of the vehicle, so that the coupling socket together with the trailer is actually guided according to the specification .

At the point of attack, a further control element for controlling additional functions, such as, for example, actuating a lifting / lowering device, can be provided, with which the trailer drawbar and / or the coupling socket can be raised or lowered. Such an operating element can also be arranged separately and elsewhere. Finally, the input device, on the grip part of which there is a point of application, can have an additional, for example third, axis, by means of which the lifting or lowering of the trailer drawbar can be controlled.

In the manner mentioned, a positioning device for a specific vehicle part is created with the remote control. In the same way, other relevant chassis or body parts, e.g. Tap points on the side or rear area for electricity or water, outlet openings, stair structures, lifting platforms etc. can be positioned. The input device and / or the remote control can be adapted accordingly for position control of such vehicle parts.

The remote control is preferably designed in such a way that the basic position of a handle part can be rotated, the basic position of the handle part being able to be tracked in particular when the orientation of the vehicle changes.

The input device preferably has a base part with which it is rotatably mounted in the housing of the remote control. About the current The basic position of the grip part is also predetermined, ie the position which the grip part assumes when there is no manual deflection of the grip part. When the base part is rotated, the basic position of the grip part is also rotated in the same way.

The remote control can have an adjusting mechanism for rotating the input device. The adjusting mechanism can preferably engage the base part and bring about a controlled rotation thereof. This ensures that the basic position of the handle part in its absolute spatial orientation about the vertical axis can be adjusted to the absolute spatial orientation of the vehicle.

If an operator stands, for example, at an angle in front of a trailer to be controlled, with the vehicle drawbar pointing to the operator, the basic position of the handle part can be oriented such that the replica drawbar on the handle part of the remote control also points to the operator. Before entering maneuvering commands, the spatial orientation of the handle part can be adjusted to the spatial orientation of the vehicle to be controlled. This can be done manually by the operator or automatically. Remote control and maneuvering device can be suitably designed for this purpose.

By aligning the orientations, it is achieved that, even in the absolute coordinate system, a movement of the grip part for inputting a control command is reflected in a spatially congruent movement of the vehicle to be controlled. In this way, a mental transformation between the geometric references of the input device and the geometric references of the command implementation on the vehicle is considerably facilitated or even superfluous for the operator. The input of operating information for remote-controlled maneuvering becomes more intuitive and errors in operating input by confusing the directional references can be reduced or even avoided. Thus, an operator can be more concerned with finding a good maneuvering path, while the mental consideration of the operating logic can take place essentially unconsciously and intuitively. This allows maneuvering easier and less accident-prone. The acceptance of shunting devices is increased, even for inexperienced vehicle users.

The disclosed remote control is preferably designed to track the orientation of the base part and thus the basic position of the handle part even during the maneuvering process when the orientation of the vehicle changes. This can be done, for example, via automatic control of the aforementioned setting mechanism, by means of which the basic position of the handle part can be rotated. In this way it is achieved that even in the case of a maneuvering process which takes place in several steps, the basic position of the grip part always corresponds in its orientation about the vertical axis to the orientation of the vehicle about its vertical axis.

For example, if an operator stands to the side of a vehicle to be controlled and moves the handle on the remote control to the left and into a right-hand turn, this control command also causes the vehicle in front of him to move to the left and into a right-hand turn. During this curve movement, the vehicle turns around its vertical axis and thus changes its orientation. This rotation can be tracked congruently by rotating the base part on the remote control and an associated change in the basic position of the handle part.

Due to the tracking, the absolute spatial orientation of the grip part is in turn congruent with the absolute spatial orientation of the vehicle at the end of cornering. In this way, easy understanding of the spatial references is always guaranteed for the operator. Otherwise common input errors, such as an accidental confusion of the forward and backward direction or the confusion of a left turn with a right turn, can be reduced or completely avoided not only at the beginning, but also during the execution of longer and complicated maneuvers. The risk of accidents caused by remote maneuvering due to input errors can be reduced.

The input device can preferably have at least one active control element, which can be perceived at least on the handle part and generates variable restoring force. The change in a restoring force can be influenced in every direction for every possible deflection of a grip part, so that force profiles can be predetermined.

The input device of the remote control can be of any design. For example, it can have a mechanism with a control element carrier and an adapter element. The control element carrier can have a plurality of rotary and / or translational control elements, which are preferably designed as active control elements.

An active control element can have, for example, an actuating part which can be deflected in one, two or more directions and at least one resetting element, the resetting element preferably being designed to act on a variable resetting force and / or a resetting torque on the adjusting part. The restoring force can be changed in different ways. In particular, an active control element can influence a force profile for the restoring forces via the deflection. A predetermined restoring force can be generated for each possible value of the deflection of the control element by setting the force profile. The force curve can be variable depending on external control signals. The restoring forces can possibly be specified differently for the direction of an increasing deflection than for the opposite direction.

The control element of the active control element can, depending on the embodiment, be translationally deflected against the restoring force and / or rotationally against the restoring torque. A control signal or control signal can be generated by the extent of the manually generated deflection, which is used to control the maneuvering device, if necessary. A control signal can preferably assume a value in a continuous spectrum of possible values, for example a value in a continuous spectrum from zero to one or from zero to a maximum value. Alternatively, an actuating signal can also assume a value in a discrete spectrum of possible values, that is to say divided into possible basic values, for example a value from the set (0; 0.1; 0.2 ... 0.9; 1.0). Of course, other discrete subdivisions of a spectrum are also possible.

The handle part of the input device is preferably connected to the actuating parts of the active control elements via a mechanism. A deflection of the handle part from its basic position leads to a deflection of the control parts on the control elements. The restoring forces and / or restoring torques on the actuating parts can be transmitted to the handle part via the mechanics and can be perceived, in particular felt, by an operator there. For a deflection of the handle part from the basic position, an operator can overcome the respective restoring forces and / or restoring moments. When the handle part is released, it can be returned to its basic position via the restoring forces, the deflections of the control parts preferably going back to zero.

In the following, the term restoring force is used in a multiple meaning for reasons of simpler representation. The term includes the meaning of a restoring force as such, as well as the meaning of a restoring torque, as well as a combination of restoring force and restoring torque. The term deflection can also mean a rotational, a translatory deflection and a combination of a rotational and translatory deflection. Insofar as a differentiation is necessary to understand the disclosure, this is made explicitly.

By changing the restoring force on the active control elements, it can be achieved that a manual movement of the handle part feels more smooth or rather stiff to the operator in a defined manner. The operator can feel a resistance dependent on the deflection of the handle part due to the restoring forces. This type of resistance can be variable, and a change in the resistance can also be felt by an operator. By suitably changing the restoring forces, haptic feedback to the operator can take place by means of the active control elements. The remote control can respond to vehicle reactions or driving conditions or driving conditions report back to the operator. The information content of the feedback can vary.

An active control element can each have a plurality of separate or combined reset elements for one, two or more deflection directions. By controlling the restoring elements in a controlled manner, depending on the deflection of the actuating element, they can act individually or jointly on the actuating element and one or more variable and possibly overlapping restoring forces can act on the actuating element. In this way it is possible to generate defined and possibly also discontinuous force profiles for the restoring force on an active control element.

The force profiles can be influenced and changed in several ways. For example, they can be generated with a proportional increase or decrease in the restoring forces and a corresponding proportional increase or decrease in the felt resistance. Alternatively or additionally, they can be generated with a force increase and / or with a pressure point and / or with a locking point.

An increase in force can be represented, for example, in such a way that an operator must overcome a noticeably greater restoring force for a further deflection when the handle part moves from a certain deflection. The operator feels this as mechanical resistance and / or as counterforce. The felt resistance and / or the counterforce can be used to convey information and in particular as a feedback channel to an operator.

A pressure point may be noticeable, for example, in a sudden and inconsistent increase in the resistance to be overcome with a predetermined deflection and may be perceivable by an operator as a movement limit for the deflection of the handle part.

Pressure point and excessive force can be combined or generated separately. For an operator, they can be felt or otherwise perceived as being dependent on the deflection and defined. An operator can stop the deflection movement of the grip part when a pressure point and / or a locking point and / or a force increase occurs or despite the carry out a further deflection of the grip part and thereby exceed the force or the pressure point. In this way it is possible to convey information to the operator in the haptic sensory channel. This information can be perceived by the operator and taken into account when entering operating information, or can be ignored or intentionally ignored.

The remote control can particularly preferably be part of a maneuvering system for vehicles. The maneuvering system can be provided in particular for trailers and can have at least two temporary or permanent auxiliary drive drives driving the wheels of the vehicle on both sides. The components arranged on the vehicle are referred to as maneuvering devices for better differentiation.

The change in the force profiles can be adjustable as a function of one or more external control signals and can take place in different ways. The restoring forces that can be perceived by an operator on the handle part of the remote control can be composed of one, two or more restoring forces on the active control elements in a defined manner. The change in the force profiles can take place depending on any control or regulating variables. It can take place in particular as a function of operating actions and / or their effects on the vehicle to be controlled. The restoring forces can particularly preferably be changed as a function of a distance signal and / or as a function of a drive reaction. If a vehicle to be maneuvered is on a slope, for example, it tends to roll downhill due to gravity. Due to the mechanical conditions, the vehicle can be moved down a slope more easily than up the slope. Accordingly, a lower driving torque on the wheels is required for a downward movement of the vehicle than for an upward movement. The drive torque can also be directed in the braking direction, that is, against a downward travel movement.

The disclosed remote control can be designed to convey a mobility of the handle part in the direction of a smooth movement of the vehicle and a mobility of the handle part in the direction of a difficult movement of the vehicle which is perceived as stiff. This can be done, for example, by increasing the restoring forces proportional to the deflection. In this way, the actual drive responses of the vehicle to its control specifications on the control panel can be felt for the operator. Accidental oversteering or understeering can thus be prevented in an intuitive manner and operating errors avoided.

Alternatively or additionally, the sensitivity with which the vehicle reacts to a deflection of the handle part can also be set and, if necessary, changed. For example, in a vehicle standing on a slope, the sensitivity in the slope direction can be reduced, so that deflection of the grip part in this direction leads to a relatively gentler, i.e. slower or less quickly accelerated, movement of the vehicle than in flat travel. In this case, the sensitivity can alternatively or additionally be increased in the mountain direction, so that deflection of the grip part in the mountain direction leads to a relatively stronger, that is to say faster or excessively accelerated, movement of the vehicle than in flat travel.

The combined application of mediating easy or stiff mobility of the input device and the change in sensitivity can be particularly advantageous.

The proportional raising of the restoring forces can take place separately or together for the one, two or more deflection directions of the control elements.

The presence of obstacles such as potholes, bumps or curbs as well as a sudden sliding of the vehicle on an edge can be perceived, in particular felt, by the operator on the remote control. An operator can thus be given a haptic feeling for the movement reactions of the vehicle to be controlled on the remote control. The feeling can contribute to the perceptions correspond to manual pushing and pulling of the vehicle or can be assigned to it in a short learning process. This promotes a quick and intuitive understanding of the vehicle's dynamic reactions.

A maneuvering system can preferably have a measuring device for drive reactions of an auxiliary travel drive and be designed to transmit information about drive reactions to the remote control. Alternatively or additionally, a maneuvering system can have a detection device for ambient conditions, in particular for the freedom of movement of the vehicle, and can be designed to transmit information about the detected ambient conditions to the remote control.

Sensors can be arranged on a vehicle to be controlled which detect the free space of the vehicle to a detected obstacle. The free space of the vehicle can be detected, for example, in the form of a one-dimensional or multi-dimensional distance and can be suitably transmitted to the remote control as a signal. Depending on the distance signal, local force increases and / or pressure points can be generated in the force curve of the restoring forces on the active control elements. The increases in force can take place alternatively or in addition to the aforementioned proportional changes in the restoring forces. They can be used for haptic feedback of the same or additional information to the operator. Alternatively or additionally, visual or acoustic feedback can also be generated.

A method for supporting the maneuvering of a vehicle with a maneuvering system with several auxiliary travel drives and a remote control can preferably be provided. It can be advantageous here that a travel movement of the vehicle according to direction and amount is controlled by rotating a grip part about its vertical axis and / or by translating or tilting the grip part. Regardless of the shape and operability of the input device, such a method can preferably be used to convey haptic feedback to the operator about the driving and / or movement situation of the vehicle. Alternatively or additionally, a specification for operating commands can be made by the operator the remote control. The specifications can preferably be conveyed on the remote control, in particular made tactile.

If the range of motion of the vehicle is restricted by approaching an obstacle, it is possible, for example, to generate a pressure point upon a certain deflection of the grip part, which can be felt by an operator as a local increase in resistance.

Such a pressure point can be generated, for example, when the vehicle still has a large range of motion, by a strong deflection of the grip part. When the vehicle approaches the obstacle and at the same time limits the range of motion, the pressure point can be shifted to a smaller deflection of the handle part. By the occurrence of the pressure point with greater or lesser deflection of the handle part, the operator can be made to feel whether there is still a large or a small movement space for the vehicle. In this way, the operator can become aware of obstacles in the vicinity of the vehicle. These can also be obstacles which, from the point of view of the operator, are behind the vehicle to be controlled and are covered by it. The risk of a vehicle colliding with an obstacle due to careless control can thus be reduced.

It may also be possible to support the maneuvering process when approaching obstacles by specifically specifying and changing the local pressure point above the deflection of the handle part. The support can preferably be a partial automation of an approach drive.

For example, when approaching an obstacle, an operator can deflect the grip part until he feels the occurrence of a pressure point. During the approach, the distance to the obstacle decreases and the pressure point in the force curve can be shifted in a controlled manner in the direction of a smaller deflection. The operator can lean the movement of the grip part against the predetermined displacement of the pressure point, the grip part also moving back in the direction of a smaller deflection is moved. This reduces the speed of the vehicle and slows the approach.

In this way, control of the approach movement of a maneuvered vehicle to an obstacle, supported in the sense of a control loop, can take place. A controlled specification for the approach movement can be generated by the interaction of the measured freedom of movement and the change in the force curve of the restoring forces. The specification can be designed in such a way that, when there is still a large movement space, a relatively rapid approach takes place at a higher speed, the speed continuing to decrease in the course of the approach to the obstacle until the vehicle comes to a stop with an optionally adjustable target distance to the obstacle . For example, parking trailers or caravans in narrow parking spaces with poor visibility may be easier and the risk of damage due to accidental collision with obstacles can be reduced.

The method of partial automation mentioned is described on the assumption that a deflection of the handle part is converted into a speed control of the vehicle. In the case of another type of control, such as a position control or a torque control, the method can be adapted accordingly.

Further advantageous embodiments of the invention are specified in the subclaims.

Figur 1 und 2:

Einen Anhänger mit einem Rangiersystem in Seitenansicht und Draufsicht,

Figur 3 bis 5:

Eingabemöglichkeiten an einer Fernbedienung in Draufsicht,

Figur 6:

Beweglichkeit eines Basisteils an einer Fernbedienung in Draufsicht,

Figur 7 bis 17:

Eine Bedienperson beim Rangieren eines Fahrzeugs durch Eingabe von Bedieninformationen an einer Fernbedienung in schematischer Draufsicht,

Figur 18:

Eine Explosionsdarstellung einer Fernbedienung in einer bevorzugten Ausführungsform,

Figur 19:

Eine alternative Ausführungsform für eine Mechanik der Fernbedienung gemäß Teilen aus Figur 18,

Figur 20 bis 24:

Informationsflussdiagramme für die Steuerung und Unterstützung eines Rangiervorgangs,

Figur 24:

Mögliche Kraftverläufe für die Rückstellkräfte eines aktiven Steuerelements in einem F-x-Diagramm,

Figur 25:

Eine Prinzipdarstellung eines aktiven Steuerelements in einer bevorzugten Ausführungsform, sowie

Figur 26 bis 29:

Prinzipdarstellungen für mögliche Veränderungen der Rückstellkraft an einer Fernbedienung bei Annäherung eines zu steuernden Fahrzeugs an ein Hindernis.

The invention is shown in the drawings, for example and schematically. Show it:

Figure 1 and 2:

A trailer with a maneuvering system in side view and top view,

Figure 3 to 5:

Input options on a remote control in top view,

Figure 6:

Mobility of a base part on a remote control in top view,

Figure 7 to 17:

An operator when maneuvering a vehicle by entering operating information on a remote control in a schematic plan view,

Figure 18:

An exploded view of a remote control in a preferred embodiment,

Figure 19:

An alternative embodiment for a mechanism of the remote control according to parts Figure 18 ,

Figure 20 to 24:

Information flow diagrams for the control and support of a maneuvering process,

Figure 24:

Possible force profiles for the restoring forces of an active control element in an Fx diagram,

Figure 25:

A schematic diagram of an active control element in a preferred embodiment, as well

Figure 26 to 29:

Schematic diagrams for possible changes in the restoring force on a remote control when a vehicle to be steered approaches an obstacle.

The invention relates to an operating device (10), in particular a remote control for controlling vehicles (1) with a maneuvering device (68). The invention also relates to a maneuvering system (70) which has a maneuvering device (68) and an operating device or remote control (10) and an active control element (59). The revelation finally affects one Method for supporting the maneuvering of vehicles with a maneuvering device by means of a remote control.

The vehicle (1) to be controlled can e.g. a trailer with any structure, e.g. a caravan, a sales car, a van, a lifting platform or the like. The trailer is pulled by a towing vehicle in normal driving operation and can be maneuvered with the maneuvering system (70) when uncoupled. It can also be any other vehicle with a maneuvering device, e.g. a floor conveyor, a pallet truck, a cleaning vehicle, a mobile staircase, a toy vehicle or similar. act. The vehicle (1) can have one, two or more axles with wheels on both sides. The trailer can have a rigid drawbar or a movable, in particular pivotable drawbar. In another embodiment, the vehicle (1) can have chains or the like instead of wheels.

The vehicle shown in the figures is a trailer or caravan and has two or more essentially freely rotatable wheels (2) on both sides and possibly a support wheel (4). Figure 1 and 2 show such a trailer (1) in a schematic representation.

Furthermore, for reasons of clarity, reference is always made to a vehicle (1) in the form of a trailer, but the disclosure is not restricted to this. In the case of a trailer, the maneuvering device (68) is an auxiliary travel drive. Rather, the features of the disclosure can be applied to and adapted to other vehicles in a similar manner, the maneuvering device (68) possibly representing a main drive. The vehicles can have more than two wheels. A shunting device (68) can accordingly be designed differently.

A preferred form of a maneuvering device (68) is arranged on the vehicle (1) shown, which can be optimized for use on trailers or caravans. It has two or more auxiliary travel drives as drive units (3). The drive units (3) are preferably arranged on both sides of the vehicle (1), possibly displaceably mounted on a chassis (9) and can be set against either of the wheels (2). You can also use any other shunting drives or auxiliary drives are used.

The drive units (3) shown in the drawings have e.g. Friction rollers that are driven by a drive means, e.g. a motor of the drive unit (3) can be set in motion. With these friction rollers, the drive units (3) can be advanced and pressed onto the wheels (2) of the vehicle (1), in particular on their treads. The motor of the drive unit (3) can also be moved when the friction roller is fed. Alternatively, it can be arranged stationary on the vehicle (1). Furthermore, a feed device for the friction roller and possibly the drive unit (3) can be provided with any feed kinematics and with manual or driven feed. A corresponding movement of the wheels (2) of the vehicle (1) is generated by a driven movement of the friction rollers, the rotations of the wheels (2) leading to a movement of the vehicle.

The drive unit (3) can, for example, according to the EP 1 394 024 A2 , EP 1 714 859 A1 , EP 2 138 387 A1 or the WO 2006/061177 A1 be trained. Alternatively, other drive elements, for example toothed or friction wheels with engagement on a wheel rim or at another point on the wheel, are possible, for example in accordance with EP 1 840 019 A. .

A disclosed maneuvering device (68) is designed to cooperate with a disclosed remote control (10). Alternatively, an existing maneuvering device (68) with a different configuration can be adapted for interaction with a disclosed remote control (10). The disclosed remote control can also be adapted to existing shunting devices without changing them.

The remote control (10) can be operated by an operator (30) and can preferably be operated separately from the vehicle (1). Alternatively, a remote control (10) can also be attached to or in a vehicle (1) in the form of a console. On the remote control (10), an operator (30) can enter operating information (48) for maneuvering the vehicle (1) which, via the drive units (3) of the maneuvering device (68), in movements of the wheels (2) and thus of the vehicle ( 1) be implemented.

The maneuvering device (68) preferably has its own energy supply (6) or is connected to an existing energy supply for the vehicle (1). It can have a control (7) for the joint control of two or more drive units (3) or a plurality of controls (7) for the separate control of drive units (3) and in particular a control (7) for each of the drive units (3). The controls (7) can be arranged in or on the drive units (3) and separately. The individual components and components of the maneuvering device (68) can be connected to one another by lines (8), by radio or in some other way for signal and energy exchange. Furthermore, a lifting / lowering device (77) for vertical movement of the drawbar and / or the trailer coupling can be provided, which is optionally connected to the control (7).

The maneuvering device (68) can have one or more data transmission devices (5) as communication means between the maneuvering device (68) and a remote control (10). Such a data transmission device (5) can be present, for example, in a singular version and can be connected to a common controller (7) for two or more drive units (3). Alternatively, a single data transmission device (5) can also be connected to a plurality of separate controllers (7) which may be arranged on the drive units (3). Finally, it is also possible for each of the drive units (3) to have its own data transmission device (5). A data transmission device (5) on a vehicle (1) preferably corresponds to a data transmission device (5) on the remote control (10).

A data transmission device (5) can be of any design. In particular, it can be designed as a wireless transmission device and for transmitting data and / or signals in an electrical, optical, electromagnetic or other manner. Alternatively, it can be wired. It can be designed, in particular, for bidirectional information transmission between shunting device (68) and remote control (10). Information such as control signals or sensor signals can be transmitted as raw data or in processed form. The transmission can be digital and / or analog.

Figures 3 shows a preferred embodiment of the remote control (10). This has a housing (11), an input device (14) and possibly a keypad (12) and a display (13). The remote control (10) can have its own power supply (not shown) and possibly its own control (not shown).

Figures 3 to 5 illustrate preferred options for entering operating information (48) on the input device (14). In the figures, to the right of the representation of the remote control (10), symbols for the orientations (20, 21) of a handle part (15) and a base part (16) are shown, which are intended to illustrate the same or different orientations of the components mentioned .

The input device (14) has a handle part (15), the outer shape of which is preferably a replica of the vehicle (1) to be controlled. The replica can be detailed or abstract. The embodiment shown is a true-to-scale miniature replica of the vehicle (1) Figure 1 and 2 . However, it can also be, for example, a cuboid base body or a simple rotary knob.

The remote control (10) is designed such that the degrees of freedom of the mobility of the input device (14) show the degrees of freedom of the mobility of the vehicle (1) to be controlled.

The vehicle (1) shown in the figures has two laterally arranged wheels (2) and a support wheel (4). The maneuvering of the vehicle (1) is effected via drive units (3) which can be adjusted laterally to the wheels (2). A vehicle of this type (1) essentially has two degrees of freedom for its mobility, namely on the one hand a rotation about the vertical axis and on the other hand a translation in the longitudinal direction of the vehicle (1).

A movement of the vehicle (1) can in principle take place in any way within its degrees of freedom for mobility, there being two extreme cases, namely pure rotation and pure translation. Any combination of translation and rotation is possible in between. These are generally expressed as cornering. A pure rotation of the vehicle (1) around the vertical axis can be generated in that the drive units (3) rotate the wheels (2) in the opposite direction but with the same amount. In this case, the trailer turns on the spot. A pure translation in the longitudinal direction of the vehicle (1) can be generated in that the wheels (2) are driven in the same direction and at the same rotational speed. Then the vehicle (1) drives straight ahead. If the wheels (2) are driven at different rotational speeds, this results in a curve movement of the vehicle (1).

The center of a cam track lies essentially on an imaginary straight line through the driven wheels. The situation is similar in vehicles with more than one axle, the center of a curved path possibly being offset from the imaginary straight line. This can be the case in particular if the wheels are driven by the maneuvering device from more than one axle. In this case, the center of a curved path can lie between two imaginary straight lines, which are each defined by the driven wheels of the corresponding axes.

Whether the center of a curved path lies on the above-mentioned straight line between the wheels (2) or outside the wheels mainly depends on the ratio of the rotational speeds and the ratio of the directions of rotation (in the same direction or in opposite directions) of the wheels (2). The physical laws required for the implementation of the invention can be derived from the teaching of the instantaneous poles of a movement and correspondingly implemented in a control or regulation. A movement on a cam track can be broken down into a translation component and a rotation component by means of a suitable computational transformation. A curve can also be calculated from a superposition of rotation and translation using a suitable computational transformation. This means that the respective movement components on the wheels or auxiliary drives can be derived for any curve path, but also for a pure translation or a pure rotation and vice versa.

In the embodiment shown, the input device (14) of the remote control (10) enables the handle part (15) to rotate (17) about its vertical axis, for example perpendicularly or obliquely from the neighboring one The surface of the remote control (10) protrudes. Furthermore, a translation (18) of the handle part (15) is possible, which runs, for example, in the direction of its longitudinal axis. The translation is preferably a linear sliding movement. Alternatively, a tilting movement about a pivot axis can be provided in or parallel to said surface. Rotation (17) and translation (18) can be superimposed as a two-dimensional movement and carried out simultaneously.

A right turn of the vehicle (1) can be controlled by a right turn of the handle part (15). A displacement of the handle part (15) in the direction of the replica drawbar on the handle part (15) leads to a movement of the vehicle (1) in the direction of the real drawbar on the vehicle (1). There is thus a relative coincidence between the degrees of freedom of the mobility of the input device (14) and the degrees of freedom of the mobility of the vehicle (1) to be controlled, i.e. a similarity aimed at the separate directional references of vehicle and control element. This is to be distinguished from an absolute coincidence between the input device and the vehicle to be controlled, which is explained below.

The input device (14) can have a base part (16) and is preferably rotatably mounted in the housing (11) of the remote control (10) via this base part (16). A grip part is preferably rotatably mounted on the base part with respect to a basic position. The basic position (23) of the handle part (15) is determined by the orientation (21) of the base part (16). When the base part (16) rotates (19), the basic position (23) of the handle part (15) also changes in rotation. There is preferably a fixed reference between the base part (16) and the basic position (23) of the handle part (15).

Operating information (48) can be entered via a rotation (17) and / or a translation (18) of the handle part (15) relative to the basic position (23), the handle part (15) being moved manually into a deflected position (24). As long as the handle part (15) is untouched, it assumes the same position and orientation as the base part (16), so it is aligned with the basic position (23). This alignment is preferably done via restoring forces. To enter operating information (48), an operator (30) can grip the handle part (15) and move from the basic position (23) to a deflected position (24) while overcoming the restoring forces.

The remote control (10) preferably has an adjusting mechanism (25) for rotating (19) the input device (14). In the embodiment shown, the adjusting mechanism (25) acts on the base part (16) and causes the base part (16) to rotate about its vertical axis. The adjusting mechanism (25) can be operated manually and / or automatically. It can have its own drive. A corresponding area can be provided on the keypad (12) of the remote control (10) or at another suitable location for manual actuation of the adjusting mechanism (25). Alternatively or additionally, manual movement of the base part (16) may also be possible. Figure 6 illustrates the possible rotation (19) of the base part (16) about its vertical axis.

Figure 7 shows a top view of a vehicle (1) which is to be maneuvered by an operator (30) by means of a remote control (10) from a current position (26) to a target position (27). Figure 7 also includes an enlarged detailed view of the remote control (10) and the input device (14) located thereon as well as symbolic representations for the orientations (20, 21, 22) of the handle part (15), base part (16) and vehicle (1). In the Figures 8 to 17 Corresponding representations are shown, which successively represent the sequence of a remote-controlled maneuvering example.

In the example shown, a vehicle (1) is to be moved over the uneven ground (29) to a target position (27) by means of the maneuvering device (68), existing obstacles (28) being to be avoided. The example serves to explain processes and problems that can occur during maneuvering. An actual maneuvering process can deviate from this in any way. The maneuvering process used as an example begins in the Figure 7 shown constellation. The operator (30) stands obliquely in front of the vehicle (1) and looks at its front, ie the side on which the drawbar is arranged.

The input device (14) of the remote control (10) can be oriented in any starting position. In Figure 7 it is oriented in such a way that the operator (30) looks at the rear of the handle part (15), that is to say the side that is facing away from the drawbar. The spatial orientation (20) of the handle part (15) and the spatial orientation (21) of the base part (16) therefore do not correspond to the spatial orientation (22) of the vehicle (1). This is also illustrated by the symbols (21, 22, 23).

Would the operator (30) in the constellation of Figure 7 If the handle part (15) moves away from itself in the direction of the handle part drawbar, this operating information would cause the vehicle (1) to move in the direction of its drawbar, ie towards the operator (30). A displacement of the handle part (15) away from the operator (30) would therefore cause the vehicle (1) to move towards the operator (30). The relative coincidence of the input movement on the handle part (15) and the movement carried out on the vehicle (1) is thus given. Since the orientations (21, 22) of the base part (16) and the trailer (1) do not correspond to one another in this case, from the point of view of the operator (30) the direction of a forward movement of the vehicle (1) is contrary to that in absolute coordinates displacement of the handle part (15) to be carried out on the remote control (10). The operator (30) should be in the constellation of Figure 7 perform an intellectual transformation in which she imagines the handle part (15), for example, rotated into the spatial orientation of the vehicle (1) in order to correctly assign the directional references. This represents a complex mental achievement, with a high risk of confusion when controlling the direction of the maneuvering process and accidents can be caused if the operator is inattentive.

In the disclosed remote control (10), the orientation (21) of the base part (16) can be adapted to the orientation (22) of the vehicle (1) by rotating the base part (16), the basic position (23) of the handle part also being adjusted (15) is rotated. In this way, it is also possible to achieve absolute equality between the degrees of freedom of the mobility of the input device (14) and the degrees of freedom of the mobility of the vehicle to be controlled (1). This is in the transition from Figure 7 to Figure 8 shown.

The operator (30) can, for example, actuate the adjusting mechanism (25) to cause the base part (16) to rotate, so that the orientation (21) of the base part (16) from the operator's point of view to the actual orientation (22) of the vehicle (1 ) is adjusted. This also aligns the basic position (23) of the handle part (15).

The result of such an alignment of the orientation (21) is in Figure 8 shown. In this constellation, a displacement of the handle part (15) away from the operator (30) also causes the vehicle (1) to move in the same direction away from the operator (30). The directional reference for the input of operating information (48) and the directional reference for the execution of these operating signals are therefore not only in the same, but also in the absolute sense. The operator (30) does not have to rethink the geometric references or does not have to carry out a mental directional transformation. This enables particularly simple and intuitive operation.

If the operator (30) would like to move the vehicle (1) away from him in a slight right turn, he can enter corresponding operating information (48) about a displacement of the handle part (15) with respect to its basic position (23) that is essentially congruent with it. The handle part (15) is moved into a deflected position (24) while overcoming the restoring forces. In Figure 9 this is shown.

To enter the desired movement of the vehicle (1) according to the route (31), the operator (30) can move the handle part (15) obliquely away from him by means of a superimposed translation and rotation in a curved path. The orientation (20) of the handle part (15) can indicate the desired target orientation of the vehicle (1) at the end of the route (31). The control signals generated by the deflection of the handle part (15) can be converted into a preferably congruent movement of the vehicle (1) by the drive units (3) of the maneuvering device (68). During the cornering of the vehicle (1), it changes continuously Orientation (22) until the desired target orientation specified on the handle part (15) is reached. The route (31) is composed of a translation in the longitudinal direction and a rotation about the vertical axis of the vehicle (1).

The translation and the rotation portion of the travel route (31) can be derived from the rotation of the wheels (2) of the vehicle (1). Dynamic quantities such as rotation, speed of rotation or drive torques can be detected via one or more measuring devices (69) on the drive units (3) of the maneuvering device (68). The recorded data and / or the rotation share derived from it in the movement of the vehicle (1) can be reported back to the remote control (10) and converted there into a corresponding rotation (19) of the base part (16). This is one possibility of how the orientation (21) of the base part (16) and thus the basic position (23) of the handle part (15) can be adjusted to the orientation (22) of the vehicle (1) during cornering.

Alternatively or additionally, the remote control (10) and the maneuvering device (68) can each have means for determining the relative or absolute spatial orientations (21, 22) of the base part (16) and vehicle (1). These can be mechanical or electrical compasses, for example. The orientations (21, 22) can also be coordinated directly using optical, acoustic or electromagnetic direction finding or positioning signals. Any other technical solutions are also possible and are in the area of professional skill.

The handle part (15) is deflected relative to the basic position (23), preferably by overcoming restoring forces. This can also include restoring torques. The restoring forces can be predetermined in a defined manner, so that, for example, a greater deflection of the handle part (15) means that larger restoring forces have to be overcome than with a smaller deflection. The restoring forces on the handle part can be derived from restoring forces (F) on control elements (35, 36). An example of a proportional dependence of the restoring forces (F) on a deflection (x, µ) is in the first quadrant of the Fx diagram from Figure 24 shown as a solid line for the force curve (72).

During the adjustment of the orientation (21) of the base part (16), the deflection of the handle part (15) can decrease with respect to the basic position (23), which is also adjusted. Accordingly, during the adjustment of the base part (16), the restoring forces on the handle part (15) which the operator (30) can feel in the handle part (15) can also decrease. The operator (30) can thus feel on the remote control (10) or on the input device (14) whether and, if so, to what extent the actual orientation (22) of the vehicle (1) from the setpoint specified via the handle part (15). Orientation (20) differs.

Figure 10 shows the constellation at the end of the first shunting movement. The operator (30) does not attack the handle part (15) at this time, so that it is moved back into the basic position (23) by the restoring forces. As can be seen from the symbols, the orientations (20, 21, 22) of the grip part (15), base part (16) and vehicle (1) match.

In another shunting movement of the example, which in Figure 11 is shown, the vehicle (1) is moved on a right-curved route (31). The vehicle (1) runs over an uneven ground (29). The operator (30) brings the handle part (15) into a position (24) which is deflected to the right in accordance with the desired travel route (31). To move the handle part (15), the operator (30) overcomes the restoring forces applied to the handle part (15). The deflection of the handle part (15) detects control signals which are transmitted to the maneuvering device (68) and converted there into a driven movement of the wheels (2) of the vehicle (1). The drive units (3) preferably have drive torques on the wheels (2) of the vehicle (1).

Any type of control or regulation can be used for the movement of the vehicle. In particular, a speed control or regulation can be provided so that a specific target speed for the wheels (2) and / or the vehicle (1) is predetermined by a specific deflection of the handle part. The wheels (2) can then be set to a corresponding actual speed be controlled or regulated. Alternatively, a certain specification for a target drive torque or another suitable variable can be specified by deflecting the grip part (15).

The drive torques required for movement of the vehicle (1) interact with the external conditions of the driving situation. In particular, drive reactions can occur on the wheels (2) and on the drive units (3). To overcome an unevenness in the ground (29), for example, a higher drive torque may be required than for driving on a flat level piece. Furthermore, the drive torque required may depend on the nature of the ground or other environmental parameters.

The drive units (3) can preferably have measuring devices (69) which are designed to record drive reactions. The measuring devices (69) can be of any design. For example, the drive torques can be determined by measuring motor currents on the drive units (3). Any other technical possibilities for recording drive forces or drive torques are also possible. In addition, other drive reactions such as accelerating the wheels (2) can also be ascertained.

The restoring forces, which oppose a deflection of the handle part (15), can have a defined force profile over the deflection. The force curve can, for example, be such that a restoring force increases proportionally with increasing deflection. In a preferred embodiment of the remote control (10), the proportionality factor for the increase in the restoring force can be variable. The proportionality factor can be changed, for example, as a function of external control signals. For an operator (30), such a change in the force curve can be felt as a proportional increase in the restoring force or the resistance to be overcome. Accordingly, the restoring force can also be reduced. A movement of the handle part (15) can thereby be perceived as rather difficult or rather smooth.

The restoring force can be raised or reduced in different ways and depending on different signals. In a preferred embodiment of the invention, the restoring force can be increased or decreased depending on the drive reactions on the vehicle (1).

When overcoming uneven ground (29), higher or lower drive torques may be required on the drive units (3) to move the vehicle (1). The drive reactions that occur can be mapped on the remote control (10) by changing the restoring force for the handle part (15). The restoring force can be changed, for example, in such a way that drive reactions which counteract movement of the vehicle (1) are implemented by increasing the restoring forces on the handle part (15). Correspondingly, drive reactions which favor movement of the vehicle (1) can be implemented by reducing the restoring forces on the handle part. In this way, the drive reactions on the vehicle (1) can be felt and intuitively understood by an operator (30) on the remote control (10) and a quick reaction of the operator (30) to the dynamic processes during maneuvering can be promoted.

In the Figures 12 to 14 further steps of the maneuvering process are shown. The vehicle (1) is maneuvered by moving back and forth on travel routes (31). The vehicle (1) can be controlled in forward and backward movements, with the orientation (21) of the base part (16) tracking the orientation (22) of the vehicle (1) and maintaining the absolute similarity of the orientations (21, 22) becomes.

In Figure 14 the vehicle (1) is placed in such a way that it is in a position suitable for entry between the obstacles (28). However, from the current point of view of the operator (30), the target position (27) of the trailer (1) is covered by the obstacle (28) closer to it. In order to obtain a better view, the operator (30) walks around the front of the trailer (1) in the example shown and takes up a new standing position. This is in the transition from Figure 14 to Figure 15 shown. By changing the standing position, the operator (30) also rotates and takes the remote control (10) with him. The orientation (21) of the base part (16) can in turn be adjusted manually or automatically, so that the orientations (21, 22) of the base part (16) and vehicle (1) also match at the new position of the operator (30).

As in the Figures 15 to 17 shown, vehicles (1) can be maneuvered under sometimes very tight conditions. It may be necessary for the vehicle (1) to be approached close to obstacles (28), but a collision of the vehicle (1) with obstacles (28) must be avoided. An operator (30) must therefore always monitor and recognize what the movement space of the vehicle (1) is like. Depending on the embodiment of the vehicle (1), it can happen that a possibly also relatively large area of the movement space for an operator (30) is at least temporarily covered and not visible.

A detection device for ambient conditions can be arranged on a switching device (68) according to the disclosure. In particular, sensors can be arranged which are designed to detect the movement space of the vehicle (1). The design of the detection device or the sensors can be of any type. In particular, there can be distance sensors (67). The movement space of the vehicle (1) detected by the distance sensors (67) can be transmitted to the remote control (10), for example in the form of one or more distance signals.

As an alternative or in addition to the proportional increase or decrease in the restoring forces described above, the disclosed remote control (10) can also have a defined, discontinuous influence on the force curve (F) via the deflection (x, μ). An influencing can take place in particular by the generation of a force increase (66) and / or a pressure point (71) and / or locking point (76) in the course of the force.

Figure 24 shows an example of different force profiles (72, 73, 74, 75) for a restoring force (F) over a deflection (x, µ). A dashed line is shown in the first quadrant, which shows a force curve (73) with a force increase (66). The Force increase (66) can, for example, be designed such that from a certain deflection (x) the gradient of the restoring force (F) over the deflection (x) increases disproportionately and at the point of the force increase (66). This is shown as a kink in the force curve (73) mentioned. Alternatively or additionally, a sudden increase in the restoring force (F) can also be generated in a force curve (here, for example, force curve 74) as a so-called pressure point (71). The occurrence of such a force increase (66) and / or a pressure point (71) can be adjustable and variable in terms of its form and assignment to a specific deflection (x, μ). A restoring force (F) can be achieved by superposition of several partial forces (F_i).

Furthermore, a stop point (76) can alternatively or additionally be generated in a force curve (here, for example, force curve 75), that is to say a jump-like increase in the restoring force (F) which occurs locally only with a certain deflection (x, x '), the restoring force being the restoring force if the rest point (76) is exceeded, the previous gradient of the restoring force returns. This is sketched in the force curve (75) shown with a broken line.

In a preferred embodiment of the invention, a force curve (72, 73, 74, 75) for the restoring force (F) can be varied over a deflection (x, μ) depending on the detected ambient conditions, for example depending on the detected movement space of the vehicle (1) be. In particular, the force profile (72, 73, 74, 75) can be variable as a function of a distance (d) of the vehicle (1) from an obstacle (28) measured using distance sensors (67).

In Figures 26 to 29 As an example, a possibility is given for such a change in the force curve. Figure 26 shows a side view of a vehicle (1) which is still at a comparatively large distance (d) from an obstacle (28) located behind it. If necessary, compare the in Figure 16 and 17th shown approach of the vehicle (1) to the target position (27). How Figure 26 shows, one, two or more distance sensors (67) can be arranged on one, two or more sides of the vehicle (1). The distance sensors (67) can preferably be used to measure the distance (d) of the vehicle (1) in relation to an obstacle (28) and generate a corresponding distance signal (57). Several separate distance signals (57) can also be generated.

When the vehicle (1) approaches an obstacle (28) located in the vicinity, the range of motion is restricted. In particular, the distance (d) existing between the vehicle (1) and the obstacle (28) decreases. From a certain and possibly adjustable distance (d_0), as in Figure 27 shown in the right Fx diagram, a local force increase (66) and / or a pressure point (71) are generated in the force curve. Said distance (d_0) can correspond, for example, to the measuring range of the sensors (67). It can also be smaller and possibly adjustable and / or changeable.

The excessive force (66) and / or the pressure point (71) can be felt by an operator (30) as additional resistance when the handle part (15) is deflected. The excessive force (66) and / or the pressure point (71) can in particular be perceived as a tactile limitation for the movement of the handle part (15).

When the vehicle (1) approaches the obstacle (28) further, the shape of the excessive force (66) and / or the pressure point (71) can be changed and, in particular, shifted in the direction of a smaller deflection (x). The in the Figures 27 to 29 The Fx diagrams shown, for example, show that the abrupt increase in the restoring force (F) in the area of the pressure point (71) increases in magnitude as the obstacle (28) is approached. Likewise, the gradient (d / dx F) of the excessive force (66) becomes steeper as the vehicle (1) approaches the obstacle (28). The change in the expression and / or position of the excessive force (66) and / or pressure point (71) over the deflection (x, μ) is preferably carried out in such a way that it can be felt by the operator (30). It can be perceived in particular in such a way that the perceived limitation for the mobility of the handle part (15) shifts in the direction of an ever smaller deflection (x, μ) when the vehicle (1) approaches an obstacle (28).

Such a change in the force curve for the restoring force (F) can serve as a specification for a controlled and safe approach movement the vehicle (1) to an obstacle (28). The operator (30) can, for example, only deflect the grip part (15) until the force increase (66) or the pressure point (71) is reached, and then the grip part (15), based on the felt pressure point (71), to an ever smaller deflection of the handle (15). The vehicle (1) can initially approach the obstacle (28) at a relatively high speed, the speed decreasing as the approach takes place. When a predetermined and possibly adjustable minimum distance (d_min) between the vehicle (1) and the obstacle (28) is reached, for example, an essentially very pronounced pressure point (71) can be generated even with a very slight deflection of the handle part (15). In this way, the operator (30) can be made aware that a further approach to the obstacle (28) is not advisable and that there is a risk of a collision. This can preferably be perceived by the operator (30) in such a way that the mobility of the handle part (15) in the direction of said obstacle (28) is essentially limited to zero.

For the movement of the vehicle (1) as shown in Figures 16 and 17th This means that the movement space behind the vehicle (1) can be perceived by the operator (30) in that the handle part (15) can be easily and widely deflected in this direction with initially relatively low resistance. On the other hand, a rotation (17) of the handle part (15) can be limited to only very small rotary deflections by corresponding increases in force (66) and / or pressure points (71). The operator (30) can thereby get the haptically conveyed impression that the vehicle (1) can be readily controlled in the direction of a still large distance (d) from an obstacle (28), but avoids obstacles (28) restricting the movement space. In this way it is achieved that the vehicle (1) can be moved in a controlled manner until the minimum distances (d_min) between the obstacles (28) and the vehicle (1) are reached and then comes to a standstill.

If the operator (30) is of the opinion that there is an incorrect specification of a force increase (66) and / or a pressure point (71), he can at any time by exceeding the felt Limiting the mobility of the handle part (15) force a greater deflection of the handle part (15). The operator (30) can therefore ignore the requirements for the movement of the vehicle (1) and / or intentionally ignore them. In this way, the operator (30) can be supported by a remote control (10) when maneuvering and possibly receive specifications, but on the other hand, however, he retains the possibility of deliberately violating the specification and thus fully exploiting the possible operating actions.

The described method for supporting a remote-controlled approach of a vehicle (1) to an obstacle (28) represents a partial automation in which the operator (30) always carries out active control over the vehicle control. The partial automation suggests to the operator a favorable maneuvering or approaching movement for the vehicle (1). The remote control does not replace the control behavior of the operator (30), but interacts with it. The operator (30) therefore always remains an active member in the control loop and at no time gives up responsibility for the control.

Figure 18 shows the structure of a preferred embodiment of the remote control (10) in an exploded view. The input device (14) has a base part (16) which is arranged under the handle part (15). The base part (16) is rotatably mounted in the housing (11) of the remote control (10) and rotatable via an adjusting mechanism (25). An optical display device, such as a display, or an LED grid can be arranged on the base part (16), by means of which detected obstacles and the remaining space around the vehicle (1) can be visually displayed. There can also be an acoustic feedback.

The input device (14) can have any structure. In a preferred embodiment, it has a mechanism (32) with a control element carrier (33) and an adapter element (34). A rotary control element (35) and a translational control element (36) are arranged on the control element carrier (33). The handle part (15) is on the adapter element (34) by means of a pin-receptacle connection (39) connected to the control element carrier (33). A rotation (17) of the handle part (15) can be transmitted to a rotary control element (35) via the pin-receptacle connection (39). A translation (18) of the handle part (15) can be transferred to a translational control element (36). When the handle part (15) moves, deflections are produced on the control elements (35, 36), via which control signals (49) are preferably generated. In the embodiment mentioned, the rotation (17) and the translation (18) of the handle part (15) can generate two separate control signals (49) for rotation and translation. These control signals can be transmitted individually or jointly to the maneuvering device (68) and converted there or already in the remote control (10) into suitable motor control signals for the drive units (3). During the implementation, a geometric conversion of the rotation signal and translation signal into suitable rotary movements of the wheels (2) can be carried out, if necessary.

Figure 19 shows an alternative embodiment of the mechanism (14) with another adapter element (34) and another control element carrier (33). Two translational control elements (36) are arranged on the control element carrier (33). The handle part (15) (not shown) is connected to the two translational control elements (36) by means of the adapter element (34) via a link guide (40). In this embodiment, a rotation (17) and a translation (18) of the handle part (15) are superimposed on one another by the link guide (40) and translated into two translational deflections of the control elements (36). In the case of a pure rotation (17) of the handle part (15), deflections of the same magnitude, but occurring in different directions, can be generated, for example, on the two translational control elements (36). In the case of a pure translation (18) of the handle part (15), two deflections of equal magnitude and occurring in the same direction can be generated. Combinations of rotation (17) and translation (18) of the handle part (15) can be converted into correspondingly different deflections on the translational control elements (36). In this embodiment, two translational control signals (49) can be generated on the control elements (36). These control signals (49) can in turn be used individually or transferred together to the maneuvering device (68) and implemented there in suitable rotary movements for the wheels (2).

The structure of the mechanism (14) in the second embodiment mentioned with the link guide (40) can essentially directly and essentially geometrically congruent represent the degrees of freedom of the mobility of a trailer (1) or a similar vehicle with side wheels (2). Such a mechanism (14) can in particular make it possible for the control signals (49) for the movement of a vehicle (1) to be recorded in such a way that the control signal of one control element (36) is sent directly to the corresponding drive unit (3) and the control signal of the other control element (36) can be transmitted to the other drive unit (3). In this case, there may be no need to arithmetically link the translation and rotation components to form a resulting curved path. Likewise, drive reactions recorded in the drive units (3) via the measuring devices (69) can be used directly, that is to say without geometric conversion, for influencing the restoring forces (F) on the control elements (36). In this way, the control engineering effort can be significantly reduced.

Any other shapes for a mechanism (14) are also possible, which allow a different translation of the possible movements of the handle part (15) to any control elements (35, 36). In particular, it is also possible for a single control element to be designed to jointly accommodate the rotation (17) and translation (18) of the handle part (15).

The rotary and translational control elements (35, 36) of the aforementioned type can have any configuration. They can preferably be designed as active control elements (59) and enable the force curve of the restoring forces (F) to be influenced in a targeted manner via a deflection (x, μ) on the active control element (35, 36, 59). The restoring forces (F) can be generated and influenced in any way.

In Figure 25 A preferred embodiment for an active control element (59) is shown schematically. The active control element (59) has an actuating part (60) which is from a central position can be deflected in a first direction (x) or in an opposite direction (x '). In Figure 25 the control element (60) is shown in the middle position and is arranged displaceably via a bearing (61).

The active control element (59) can have one, two or more reset elements (37, 38, 38 ', 38 ") for each deflection direction (x, x'). Depending on the design of the active control element (59) as a rotary control element (35) or translatory control element (36), the reset elements (37, 38, 38 ', 38 ") can be designed to be correspondingly rotary and / or translatory. A combination is also possible.

In Figure 25 For example, a reset element (38) and a separate reset element (38 ', 38 ") are arranged in the direction of deflection (x) and two separate reset elements (38', 38") in the opposite direction of deflection (x '). The number and arrangement of the reset elements ( 38, 38 ', 38 ") serves only to illustrate the possible variations. In the case of an actual control element, the same or different number of reset elements (38, 38 ', 38 ") can be arranged for the respective deflection directions. In particular, two reset elements (38, 38', 38") can be arranged for each deflection direction (x, x ') .

The resetting elements (38, 38 ', 38 ") can each have an elastic force transmitter (63, 63', 63"), such as a spring, a contact surface (64, 64 ', 64 ") and possibly a pretensioning device (62, 62 ', 62 ").

One or more reset elements (38, 38 ', 38 ") can also have a retention element (65), the position of which can be changed, for example, by means of an adjusting element (62"'). The retaining element (65) can only allow the engagement of a reset element (38, 38 ', 38 ") with an adjusting part (60) from a certain, possibly variable deflection (x, x'). For example, the adjusting part (60) of in Figure 25 shown active control element (59) are moved to the left in the direction of deflection (x ') in such a way that only the upper reset element (38') comes into engagement with the actuating part (60). The engagement can be produced, for example, in that the control part (60) with the The system surface (64 ') comes into contact and takes it with it during a movement, the spring (63') being compressed. A first restoring force (F_1 ') can be generated by the compression of the spring (63'), which counteracts the deflection of the adjusting part (60).

If the actuating part (60) is deflected still further in the direction (x '), it additionally comes into engagement with the second restoring element (38 "). As soon as contact between the actuating part (60) and the contact surface (64") of the second restoring element (38 ") ), this contact surface (64 ") is also carried, whereby the spring (63") of the second return element (38 ") is compressed. As a result, in addition to the aforementioned restoring force (F_1 ') of the first restoring element (38'), the restoring force (F_2 ') of the second restoring element (38 ") must also be overcome.

The springs (63, 63 ', 63 ") of the restoring elements (38, 38', 38") can also each be compressed or relaxed by a pretensioning device (62, 62 ', 62 "). This leads to a change in the basic elongation of the respective spring (63, 63 ', 63 "), whereby the respective gradient of the spring force (d / dx F_1, d / dx F_1', d / dx F_2 ') can be changed. The gradient of the spring force (d / dx F_1, d / dx F_1 ', d / dx F_2') can be increased or decreased, as a result of which the force curve of the restoring force (F) can be set proportionally steeper or flatter. For clarification is in Figure 25 On the right side of the adjusting element (60), a resetting element (38) with a spring (63) compressed by the pretensioning device (62) is shown.

The by the reset elements (38,38 ', 38 ") on the in Figure 25 shown active control element (59) generated force curve for the restoring forces (F) is in Figure 24 shown. The solid lines in the first and third quadrants each represent the force curves (72, 74) for a deflection of the actuating element (60) to the right in the direction of deflection (x) or to the left in the direction of deflection (x '), the corresponding restoring forces ( F_1, F_1 ', F_2') on the control element (60).

A deflection of the control element (60) in the direction (x) leads to the bearing surface (64) of the reset element (38) being carried along.

The spring (63) is compressed. The spring (63) is, however, in the Figure 25 already shown setting by the

Actuating device (62) pre-compressed. This results in an increase in the gradient (d / dx F_1). The force curve in the first quadrant of the Fx diagram from Figure 24 is accordingly steeper.

When the actuating element (60) is deflected to the left in the direction (x '), only the resetting element (38') initially bears against the actuating element (60), the force (F_1 ') with the gradient (d / dx F_1') attacks on the control element (60). The spring (63 ') is not pre-compressed in the arrangement shown, which is why the gradient (d / dx F_1') of the restoring force (F_1 ') is relatively smaller. Correspondingly, the associated force profile in the third quadrant with a small deflection in direction (x ') is flatter than the force profile in the first quadrant.

If the control element (60) is deflected further in the direction (x '), the second contact surface (64 ") is also carried along. The additional restoring force (F_2') may occur suddenly in the course of the force. This leads to a sudden increase generated in the course of the force, which is referred to below as the pressure point (71), such an pressure point can be perceived by an operator (30) as a limitation of the movement of the actuating part (60) and a handle part (15) which may be connected thereto.

The tactile restoring force (F) can be composed essentially by superposition of the individual restoring forces (F_i) of the respective restoring elements (38, 38 ', 38 "). If the limitation of the force felt in a pressure point (71) or a force increase (66) is reached If the movement of the control element (60) is overcome by an additional deflection, the restoring forces (F_i) act on the control element (60) in a superimposed manner and, if necessary, with the addition of the gradients (d / dx F_i).

A deflection of the control element (60) from the central position in the direction of deflection (x ') can be felt by an operator (30), for example, in such a way that a deflection which is perceived as smooth is possible first, after which a pressure point (71) is reached, which is emotionally limited the mobility of the control element (60) is perceived. This pressure point (71) can be overcome by further application of force, the further deflection now being felt more stiff.

The occurrence of an excessive force (66) and / or a pressure point (71) as well as their expression can be adjusted by a suitable combination of the compression of the springs (63) and a displacement of the respective retaining elements (65).

In addition to the embodiment shown for an active control element (59), any other embodiment is possible. The restoring forces (F) cannot be applied, for example, or not only via springs, but also via pressure cylinders, electric fields, magnetic fields or in any other way. Depending on the embodiment, contact surfaces (64, 64 ', 64 ") and / or adjusting devices (62, 62', 62") may be dispensed with.

The force curve (F) can be influenced via the deflection (x, μ) via mechanical components, such as the reset elements (38) shown, or via any other, for example electrical, components. In the case of electromagnetic generation of the restoring forces (F), the force profiles can be influenced accordingly, for example by adjusting the excitation currents for a magnetic field. Other physical effects and their feasibility for the generation of suitable force profiles are in the area of professional skill.

In the continuous areas of the force curve (F) there can be a linear relationship between the restoring force (F) and the deflection (x, µ). Alternatively, there may also be an otherwise pronounced and, for example, slightly curved force profile, which preferably stands out noticeably from the profile of the region adjoining it at the point where a force increase (66) and / or a pressure point (71) occurs. Furthermore, it is possible to generate a force curve that only has a local force increase or a local rest point (76), but when it is exceeded, the relatively low restoring force again occurs with the same gradient. Such a rest point (76) can, for example, feel like a kick-down in a car with an automatic transmission. The force curves shown can be used for translational, rotational or combined deflections and, if necessary, directionally generated.

In the Figures 20 to 24 are information flow diagrams for the remote control of a maneuvering process, which are similar to the representation of control loops. The diagrams can be read in a similar way. Angular boxes represent parts of the maneuvering system as technical components, namely a remote control (10), drive units (3) and a vehicle (1). The box with the rounded corners represents a model of a person (41), for example the operator (30). The model of a person (41) is divided into three areas, namely information recording (42), information processing (43) and Information implementation (44).

In the area of information recording (42), it is modeled that a person (41) can perceive information from his surroundings using his sensory organs. In the present case, this is done in particular via visual perception (45), that is, seeing, and haptics (46), that is, feeling and, in particular, feeling on the hands. In addition, a person (41) can also record information about hearing, smelling or kinesthetic perception, which in the Figures 20 to 23 is not shown for reasons of clarity.

In the field of information processing (43), a mental preoccupation of the person (41) with the problem to be solved is modeled, whereby he develops problem-solving strategies, possibly using theoretical models of the system to be controlled and making decisions.

According to the decisions made, in the area of information conversion (44) a human influence (41) on an operating element (10) is modeled, whereby the human being (41) can perform certain operating actions and enter operating information (48) on the remote control (10). For this, the person (41) in the present example uses in particular his hands (47).

The maneuvering of a vehicle (1) presents itself to an operator (30, 41), for example, as a task (T). The task (T) can be defined differently and depends strongly on the respective environmental conditions. In the present case, task (T) exist in the sense of specifying a target position (52) for the vehicle (1). Alternatively, the task (T) can also be understood as a target movement for a vehicle (1).

The operator (30, 41) can visually perceive the target position (52) of the vehicle (1) and, if necessary, select it himself. Compare the Figures 7 to 17 . Depending on the application of the information flow model, the target position (52) can be, for example, the position to be reached in a single maneuvering step at the end of a travel route (31). In Figures 9 and 11 to 17 For example, the target position (52) could be the position shown in the solid contour of the vehicle (1) at the end of a maneuvering step. Alternatively, when the information flow model is applied to the entire maneuvering process, the target position (27) for the vehicle (1) can also be understood under the target position (52), for example a parking position or a position for coupling behind a towing vehicle.

The operator (30, 41) tries to devise and carry out suitable operating actions so that the vehicle (1) is actually moved to the desired position (52).

Depending on the perception of the content of the current task (T) for the operator (30, 41), it may be necessary to anticipate the system to be controlled differently. In order to find a favorable sequence of travel routes (31) for maneuvering the vehicle (1), an operator (30, 41) can possibly only determine the outline or the size of the vehicle to be controlled (1) and the obstacles (28 ) as a mental model, but do not take into account the input logic on a remote control (10) or the potential drive reactions on the drive units (3). An operator (30, 41) who is skilled in maneuvering vehicles (1) may have more complex and cheaper intellectual models and ideas about which better strategies for locating travel routes (31) are possible than an inexperienced operator.

To carry out the operating actions (48) for controlling a vehicle (1) on a desired travel route (31), an operator (30, 41) can, for example, only use local conditions in the vicinity process the vehicle (1) mentally, but use a comparatively higher concentration on dealing with the operating logic.

The problem may arise that the desired travel routes found in the context of a first strategy planning prove to be unfavorable during the implementation or that other movements of the vehicle (1) are carried out when inputting operating information (48) on the remote control (10) this was intended by the operator (30, 41), the actual route (31) thus deviating from a desired route. This can lead to an operator (30, 41) having to carry out a new strategy planning and to find new, inexpensive desired travel routes.

In addition to the target position (52) for the vehicle (1), an operator (30, 31) can usually also visually perceive the current actual position (51) of the vehicle (1). In the area of information processing (43), the operator (30, 41) can take the perceived actual position (51) into account and find further or modified strategies for one or more cheap travel routes (31) as part of a regulatory intervention. A common goal of strategy planning can in particular be to find routes (31) on which the vehicle (1) is controlled from its actual position (51) to the target position (52) without colliding with obstacles (28).

An operator (30, 41) can enter operating information (48) on an operating element (10) via the hands (47). The control element (10) can in principle be designed as desired for the use of the information flow diagrams. In a preferred case, this is a remote control (10) via which control signals (49), such as, for example, motor or drive control signals, are sent to one or more drive units (3) of a maneuvering device (68). The drive units (3) can then generate drive forces and / or drive torques (50) which act on the wheels (2) of the vehicle (1). The rotation of the wheels (2) can produce a movement of the vehicle (1) which leads to a corresponding change in the actual position (51) of the vehicle (1). This movement or the current one The actual position (51) of the vehicle (1) and its actual change can represent the result (R) corresponding to the task (T). The result (R) is shown as feedback (53) of the movement or the position of the vehicle (1) for the operator (30, 41). The feedback (53) is essentially visually perceptible to the operator (30, 41).

This in Figure 20 The information flow diagram shown deals with the case of remote-controlled maneuvering of a vehicle (1) with a remote control (10) of any design. In this case, the remote control (10) cannot be designed according to the invention. In Figure 20 a hypothetical basic case is thus represented, which is added by adding features according to the disclosure in the Figures 21 to 23 is trained. It only serves to illustrate possible differences.

In the in Figure 20 In the basic case shown, an operator (30, 41) must determine the linked system of control element (10), drive units (3) and to determine favorable strategies for the controlled maneuvering of the vehicle (1) and for an error-free implementation of their strategies in corresponding operating information (48) Anticipate the vehicle (1) to be controlled. This is essentially done through a mental model formation and a mental operation with the model in the imagination of the operator (30, 41). She tries to imagine how a particular control action on the control element (10) will affect an actual movement of the vehicle (1) and, if necessary, tries out different control actions in mental anticipation, until she has one or more possibly linked movements and has therefore planned a desired route.

An operator (30, 41) may have to mentally anticipate such implementations of the information content that occur when individual information is passed on between the operator (30, 41) to the control element (10), from the control element (10) to the drive units (3) and of the drive units (3) for moving the vehicle (1) can occur. In particular, there may be implementations in the area of input logic. If a remote control (10) has, for example, an input device in the form of two control levers, in which one lever is provided for the input of a translation and the other for the input of a rotation, an actually two-dimensional movement of the vehicle can only take place by two one-dimensional movements of two separate levers. In such a case, an operator (30, 41) would first have to learn how the movements of the levers have to be coordinated with one another in order to produce a desired cornering. Furthermore, the information content can be implemented in the previously described transformation of directional references.

An inexperienced operator (30, 41) must first learn in the hypothetical example how inputs made on the control element (10) have a dynamic effect on the drive units (3) and what actual movements of the vehicle (1) result from this. It may be possible that the vehicle (1) reacts very differently depending on the surface or the slope. To find suitable and executable routes for remote-controlled maneuvering of a vehicle (1), a good understanding of the operating logic and the implementation of information is necessary. The more information is implemented, the more difficult it is to maneuver.

In the Figures 21 to 23 A method for supporting remote-controlled maneuvering of vehicles (1) is shown. As in Figure 21 shown, a feedback (54) of the mobility or possibility of movement of the vehicle (1) to an operator (30, 41) can take place by a suitable design of a remote control (10) according to the disclosure. The feedback (54) of the possibility of movement of the vehicle (1) can preferably take place in that an input device (14) arranged on the remote control (10) is designed such that it represents the degrees of freedom of the mobility of the vehicle (1) to be controlled. In this way, a relative coincidence between an input device (14) and a vehicle (1) to be controlled can be generated. An operator (30, 41) can use the feedback (54) to understand the operating logic of the remote control (10) in an immediately understandable and intuitive manner and thus recognize how a movement of a handle part (15) on the remote control (10) is relative to one Movement of the vehicle to be controlled (1) will implement.

In particular, feedback (54) of the possibility of movement of the vehicle (1) can be designed in such a way that the input device (14) on the remote control (10) permits rotation and translation as well as, if necessary, a two-dimensionally superimposed curve movement which results from a rotation and can compose a translation part.

As an alternative or in addition, feedback (54) of the possibility of movement of the vehicle (1) can take place in such a way that a handle part (15) is arranged on the remote control (10), which has a rotatable basic position (23) and that the orientation of the basic position ( 23) of the handle part (20) during a maneuvering process, the orientation (22) of the vehicle (1) to be controlled can be adapted and, if necessary, automatically adjusted. In this way, absolute coincidence between the input device (14) and the vehicle (1) to be controlled can be achieved.

Feedback (54) of the mobility of the vehicle (1) to an operator (30, 41) makes it unnecessary to convert information in the sense of a spiritually anticipated transformation between the geometric references of operating information (48) and movement of the vehicle (1). This simplifies remote-controlled maneuvering.

As in Figure 22 to support remote-controlled maneuvering of vehicles (1), feedback (56) of the movement reactions on the vehicle (1) can be given to an operator (30, 41) via a remote control (10) according to the disclosure. For this purpose, one or more drive units (3) of a switching device (68) according to the disclosure can transmit information about drive reactions (55), such as drive torques, drive speeds, drive accelerations, drive forces or motor currents, directly or in processed form to the remote control (10).

The feedback (56) of the drive reactions on the vehicle (1) can preferably take place via a haptic sensory channel. The feedback (56) can take place in particular by changing the restoring forces on an input device (14) of the remote control (10). The change in the restoring forces can preferably be done by there is a proportional increase or decrease in the restoring forces.

Feedback of the drive reactions of the vehicle (1) to the operator (30, 41) enables the operator (30, 41) to react faster and more intuitively to the dynamics of the movement of a remote-controlled vehicle (1).

As in Figure 23 a remote control (10) can provide feedback (58) of the movement space of a vehicle (1) to an operator (30, 41). A feedback of the movement area (58) can take place haptically, for example. It can preferably be done by changing the restoring forces on an input device (14) of the remote control (10) in such a way that excessive forces (66) and / or pressure points (71) and / or rest points in the force curve of a restoring force via a deflection of a handle part (15 ) be generated. The occurrence and the form of the force increases (66) and / or the pressure points (71) and / or the detent points (76) can vary depending on the range of motion of the vehicle (1). In particular, information about the movement space of the vehicle (1) can be transmitted to a remote control (10) in the form of one or more distance signals (57). The change in the force profiles for the restoring forces can be carried out in such a way that the operator (30, 41) can feel a predetermined, controlled and safe approach movement of the vehicle (1) to one or more obstacles (28). Alternatively or additionally, visual and / or acoustic feedback of the movement space can take place.

In a disclosed method for supporting remote-controlled maneuvering of vehicles (1), only one feedback (54) of the possibility of movement of the vehicle (1), only one feedback (56) of the drive reactions on the vehicle (1), only one feedback (58) of the Movement space of the vehicle (1) or any combination of the feedback mentioned. The feedback (54, 56, 58) can preferably take place via the haptic sensory channel (46). As an alternative or in addition, corresponding information for the feedback (54, 56, 58) can also be provided via acoustic or visual displays. A parallel visual and / or acoustic Feedback can promote a quick understanding of the information content of the haptic feedback and is provided in the context of the disclosure.

Modifications of the shown embodiments are possible in different ways. The handle part (15) can have an additional point of attack for manual movement in the area of the replica drawbar. In this way, an operator (30) can perform a simpler control of the vehicle (1) for maneuvering when coupling the vehicle (1) to a towing vehicle, such as a passenger car with a ball coupling. If the point of attack on the handle part (15) is shifted, a control movement on the remote control is enabled which corresponds to the manual shifting of the drawbar. The vehicle can also have a lifting / lowering mechanism (77) for the drawbar and / or the coupling socket of the vehicle (1), which can also be controlled via the remote control (10), so that a fully remote-controlled coupling and / or uncoupling is made possible . This is particularly beneficial for heavy trailers, which can otherwise only be coupled with great effort. The control element for controlling the lifting / lowering device (77) can be combined with the handle part (15) or can be designed separately.

The restoring forces (F) on an input device (14) can also be influenced if the handle part (15) and the mechanism (14) are of any other design. In particular, it is also possible to influence the restoring forces if the input device (14) is in the form of a lever or one or more slide controls. The change in the force profiles for the restoring forces (F) can take place in a different way and can be carried out as a function of other actuating signals.

In addition to the above-mentioned possibilities for haptic feedback due to changed force profiles, there may be others, such as generating vibrations, changing a surface structure or the like. A remote control (10) can be adapted to any other shunting devices (68) with possibly other drive units (3). All of the control and measurement signals mentioned can be transmitted in direct forwarding or, if necessary, in electronic and / or arithmetically processed form. The remote control (10) and the maneuvering device (68) can have control devices, processors, circuits or the like designed for this purpose. exhibit. The features of the various embodiments shown and / or mentioned can be replaced by other features, omitted or combined in any way.

The present disclosure has several independent aspects, each of which can be carried out separately or in any combination.

A remote control (10) for vehicles (1) with a maneuvering device (68), which has a position control for vehicle parts, also has an independent disclosure character.

A remote control (10) for vehicles (1), in which the basic position (23) of a handle part (15) can be rotated, has an independent disclosure character.

A remote control (10), which is designed to track the basic position (23) of a handle part (15) when the orientation (22) of the vehicle (1) changes, has an independent disclosure character.

In addition to the exemplary embodiments shown, other favorable combinations of features are also possible, each of which represents an independent solution. Thus, it can be particularly advantageous in the case of a remote control (10) with any mobility of a handle part (15) to design the handle part (15) as a replica of a vehicle (1) to be controlled. It is also independently advantageous to make the basic position (23) of a handle part (15) rotatably variable on a remote control (1), the basic position (23) in particular when the orientation (22) of the vehicle (1) to be controlled is changed Handle part (15) is trackable. Such a variability in the rotation of a grip part (15) can in particular also be applicable and inexpensive with other two-dimensional input devices (14) or also with input devices (14) with one or two one-dimensional movability.

A remote control (10) for controlling vehicles (1) with a maneuvering device (68), which has a position control for vehicle parts, has independent inventive value. A position control can also be used advantageously regardless of the mobility and / or dimensionality of an input device (14).

It is also advantageous in its own right to design a maneuvering system (70) for vehicles (1), in particular for trailers, with a remote control (10), in which the sensitivity with which the vehicle (1) detects a deflection (x, μ) an input device (14) reacts, is adjustable and, if necessary, is variable. In particular, the sensitivity can be set and / or changed depending on a driving and / or operating and / or environmental situation. The sensitivity can be set and / or changed, for example, as a function of information (57) about detected ambient conditions and / or as a function of information (55) about drive reactions on the vehicle, in particular on one or more auxiliary travel drives.

A remote control for controlling vehicles (1) with a maneuvering device (68) is disclosed independently, the remote control (10) having an input device (14) and the input device (14) rotating (17) a handle part (15) with respect to allows a basic position (23).

A remote control for controlling vehicles (1) with a maneuvering device (68) is disclosed independently, the remote control (10) having an input device (14) and the input device translating (18) the handle part (15) with respect to a basic position ( 23) enables.

Independently disclosed is a remote control for controlling vehicles (1) with a maneuvering device (68), the remote control (10) having an input device (14) and the input device (14) with a base part (16) in the housing (11) of the remote control (10) is rotatably mounted.

Also independently disclosed is a maneuvering system (70) with a remote control (10) and a maneuvering device (68) for vehicles (1), which has at least one auxiliary traction drive which drives wheels (2) temporarily or permanently on both sides of the vehicle (1) one, several or all existing drive units (3) one Have measuring device (69) for measuring drive reactions (55).

Independently disclosed is also a maneuvering system (70) with a remote control (10) and a maneuvering device (68) for vehicles (1), which has at least one auxiliary traction drive which drives wheels (2) temporarily or permanently on both sides of the vehicle (1) the maneuvering device (68) has technical means for determining a change in the orientation (22) of the vehicle (1).

Independently disclosed is also a maneuvering system (70) with a remote control (10) and a maneuvering device (68) for vehicles (1), which has at least one auxiliary traction drive which drives wheels (2) temporarily or permanently on both sides of the vehicle (1) the maneuvering device (68) has an electronic compass.

Also independently disclosed is a maneuvering system (70) with a remote control (10) and a maneuvering device (68) for vehicles (1), which has at least one auxiliary traction drive which drives wheels (2) temporarily or permanently on both sides of the vehicle (1) a measuring device (69) is designed to detect the rotational speed of a wheel (2) driven by a drive unit (3).

REFERENCE SIGN LIST

1

Vehicle / trailer

2nd

wheel

3rd

Drive unit / shunting drive / auxiliary travel drive

4th

Jockey wheel

5

Data transmission device / transmitting and receiving device

6

Power supply / battery

7

control

8th

management

9

Frame / chassis

10th

remote control

11

casing

12th

Keypad

13

Display

14

Input device

15

Handle part / control button

16

Base part

17th

Rotation of the handle part around the vertical axis

18th

Translation of the handle part on the longitudinal axis

19th

Rotation of the base part around the vertical axis

20

Orientation of the handle part

21

Orientation of the base part

22

Orientation of the trailer

23

Basic position of the handle part

24th

Deflected position of the handle part

25th

Adjustment mechanism for base part

26

Current position of the trailer

27

Target position of the trailer

28

obstacle

29

Uneven ground

30th

Operator

31

Drives away

32

Mechanics d. Input device

33

Control carrier

34

Adapter element

35

rotary control

36

translational control

37

Rotary reset element

38

Translatory reset element

39

Pin-receptacle connection

40

Scenery tour

41

human

42

Information recording

43

Information processing

44

Implementation of information

45

visual perception / optics

46

Haptics

47

hands

48

Operating information

49

Control signal / drive / engine control signal

50

Driving force / driving torque

51

(Actual) movement of the vehicle / (actual) position of the vehicle

52

Target movement of the vehicle / target position of the vehicle

53

Feedback of the movement / position of the vehicle

54

Feedback of the vehicle's ability to move

55

Transmission of information about drive reactions / drive torque / drive speed / motor current

56

Feedback of the movement reaction of the vehicle

57

Transmission of information about environmental conditions / freedom of movement / distance signal

58

Feedback movement space of the vehicle

59

Active control

60

Actuator

61

camp

62

Preload device / actuator

63

Elastic force transducer / spring

64

Contact surface

65

Restraining element / limiting element

66

Excessive force

67

Detection device for environmental conditions / distance sensor

68

Maneuvering device

69

Measuring device

70

Maneuvering system

71

Pressure point / sudden increase in force

72

Force curve

73

Force curve

74

Force curve

75

Force curve

76

Rest point

77

Lifting / lowering device

78

attackpoint

79

Drawbar

80

Coupling part / coupling socket

T

Task

R

Result

F, F '

Restoring force

F_1 '

first restoring force

F_2 '

second restoring force

∑F, ∑F '

Total restoring forces

x, x '

Deflection

µ, µ '

Deflection

d

distance

d_0

Distance / measuring range of a distance sensor

d_min

Minimum distance

Claims (15)

1. Manoeuvring system (70) comprising a manoeuvring device (68) for a trailer (1), and a remote control (10) for controlling the trailer (1) by means of the manoeuvring device (68), wherein the manoeuvring device (68) has at least one auxiliary traction drive temporarily driving wheels (2) on both sides of the trailer (1), and wherein the manoeuvring device (68) has technical means in order to determine a change in the orientation (22) of the vehicle (1), characterized in that the remote control (10) has an input device (14) with a handle part (15) and provides for a rotation (17) of the handle part about its vertical axis, and wherein, with the rotation (17) of the handle part (15) about the vertical axis, a rotational component of the traction movement of the trailer (1) can be influenced, wherein control signals are detected by deflecting the handle part (15), and the orientation (20) of the handle part (15) specifies a desired target orientation of the vehicle (1), and wherein, during cornering of the trailer (1), the orientation (22) thereof continuously changes, to be precise for such time until the target orientation is achieved.
2. Manoeuvring system according to Claim 1, wherein closed-loop control for the movement of the trailer (1) is provided.
3. Manoeuvring system according to either of the preceding claims, wherein closed-loop speed control is provided, with the result that a specific deflection of the handle part predefines a specific target speed for the trailer (1).
4. Manoeuvring system according to one of the preceding claims, wherein the control signals are transmitted to the manoeuvring device (68) and converted there into a driven movement of the wheels (2) and a congruent movement of the trailer (1).
5. Manoeuvring system according to one of the preceding claims, wherein the remote control (10) and the manoeuvring device (68) each have means for determining the mutually relative or absolute spatial orientations (21, 22) of a base part (16) on the remote control (10) and the trailer (1).
6. Manoeuvring system according to one of the preceding claims, wherein the sensitivity with which the trailer (1) reacts to a deflection (x, µ) on the input device (14) of the remote control (10) is settable and variable.
7. Manoeuvring system according to one of the preceding claims, wherein a technical means for determining the change in orientation is a mechanical or electronic compass or that a coordination of the orientations (21, 22) occurs by way of optical, acoustic or electromagnetic homing or position signals.
8. Manoeuvring system according to one of the preceding claims, wherein the input device (14) has an at least two-dimensionally movable handle part (15).
9. Manoeuvring system according to one of the preceding claims, wherein the input device (14) provides for a rotation (17) of the handle part (15) about its vertical axis with respect to a basic position (23) with respect to which the handle part (15) can be deflected.
10. Manoeuvring system according to one of the preceding claims, wherein the rotation (17) and/or a translation (18)/tilting movement of the handle part (15) can be adjusted in terms of direction and, where appropriate, magnitude, wherein, with the translation (18)/tilting movement of the handle part (15), a translational component of the traction movement of the trailer (1) can be influenced.
11. Manoeuvring system according to Claim 9, wherein the basic position (23) of the handle part (15) is rotatably variable.
12. Manoeuvring system according to Claim 11, wherein, with a change in the orientation (22) of the trailer (1), the basic position (23) of the handle part (15) can be tracked thereto.
13. Manoeuvring system according to one of the preceding claims, wherein the remote control (10) has a positioning controller for trailer parts, in particular for a coupling socket.
14. Manoeuvring system according to one of the preceding claims, wherein the manoeuvring system has a measuring unit (69) for drive reactions of the at least one auxiliary traction drive (3).
15. Manoeuvring system according to Claim 6, wherein the sensitivity is set and/or varied in dependence on a driving and/or operating and/or environmental situation, in particular in dependence on information (57) about detected environmental conditions and/or in dependence on information (55) about drive reactions on the trailer (1).

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